Abstract: A method of operating a train system for driving a mechanical driven equipment is disclosed. The train system comprises a hybrid gearbox connected between a power source and a load to be driven. The hybrid gearbox includes a lay shaft gear, which transmission ratio between the power source and the load and a motor-generator unit can be adjusted, to adjust the transmission speed ratio, arranged to balance the power generated by the power source and transmitted to the load.

Abstract: Systems and methods for starting an engine of a hybrid vehicle are described. In one example, the method selects one or more electric machines to start an engine. The method may reference a data structure, such as a matrix or table, and the matrix or table outputs which of the one or more electric machines is applied to start the engine.

Abstract: A torque security system for a vehicle is provided. The system receives a signal from a sensor coupled to a motor shaft of an electric motor and determines an acceleration of the electric motor, based on the signal from the sensor that indicates an amount of rotation of the motor shaft. The system determines an internal torque between the motor shaft and an input gear coupled to the motor shaft, based on the acceleration of the electric motor and an inertia of the electric motor and a gearbox. The powertrain of the vehicle comprises the gearbox and the electric motor, and the input gear couples the electric motor to the gearbox. The system determines whether the internal torque exceeds a threshold torque, and in response to determining that the internal torque exceeds the threshold torque, the system reduces power output to the electric motor. The system also diagnoses the health of the gearbox.

Abstract: A hybrid power system includes an engine and a motor. A motor stator of the motor is connected with a drive shaft of a motor vehicle through a transmission mechanism, so that the motor stator can also rotate relative to the chassis and other structures of the motor vehicle, thus, the hybrid power system composed of the engine and the motor can meet the application of various working conditions such as starting, idling, forwarding and reversing of the motor vehicle, and the number of parts of the hybrid system is greatly reduced, thereby simplifying the overall structure of the hybrid power system.

Abstract: A drive apparatus for vehicle comprising a first power source, a first output rotating member, a second output rotating member, a second power source, a differential device, a first engagement device, a second engagement device, and a control device. The control device establishes, as drive modes driving a vehicle, a first drive mode controlling a torque distribution ratio between front wheels and rear wheels by putting the vehicle in all-wheel drive state by power from the second power source while controlling the first engagement device to be in slip state with the second engagement device kept in engaged state, and a second drive mode putting the vehicle in all-wheel drive state by power from the first power source while fixing the torque distribution ratio with both the first engagement device and the second engagement device kept in engaged state.

Abstract: A vehicle control system includes a transmission unit, first and second sources, as well as first, second, and third control units. The first control unit controls the transmission unit. The first source inputs energy to the transmission unit. The second source inputs energy to the transmission unit. The second control unit controls the first source. The third control unit controls the second source. The first control unit has a function of continuing an operation when a failure occurs. The second control unit and the third control unit have a common cause failure measure. The function mixes energy from different sources and transmits energy to the driving wheel.

Abstract: An electric transmission (10) for a motor vehicle drive train (12) with a first electric prime mover (14) and a second electric prime mover (18), includes a first transmission input shaft (30) having a first transmission connection for drivingly connecting the electric transmission to the first electric prime mover, a second transmission input shaft (32) having a second transmission connection for drivingly connecting the electric transmission to the second electric prime mover, a countershaft (36), gearwheel pairs of idler gears (42, 44, 50, 52, 62) and fixed gears (46, 48, 54, 65, 64) for forming gear steps and arranged in multiple gear set planes, a plurality of shift elements (38, 40) for engaging the gear steps, a planetary gear set (22) with a sun gear (24), a planet gear carrier, and a ring gear (28), and a third transmission input shaft (34) drivingly connected to the planet gear carrier of the planetary gear set.

Abstract: An axle assembly having an electric motor module. The electric motor module may include a rotor, a rotor shaft, a stator, a coolant jacket, an end plate, and a motor housing. The motor housing may encircle a portion of the coolant jacket. The end plate may be disposed outside and may not be received in the motor housing.

Abstract: Provided is an intelligent electric wheel hub which belongs to the field of bicycle parts. Two ends of a cylindrical wheel hub housing (2) of the electric wheel hub are respectively connected to a wheel hub left end cover (25) and an outer flywheel ring (7) of a flywheel mechanism to form an inner cavity for integrating and accommodating a gear motor, a battery pack and a controller panel. The intelligent electric wheel hub is highly integrated and is energy-saving and environmentally friendly.

Abstract: The disclosure relates to a safety system for a battery electric vehicle (BEV) that comprises one or more electromotors powered by a battery system, wherein the safety system allows a “limp home mode” to be activated. The disclosure further relates to a battery electric vehicle provided with such a safety system. The battery system of the electric vehicle preferably is the sole power supply of the vehicle for powering the one or more electromotors for a prolonged period of time, e.g. a period of time greater than 10 minutes.

Abstract: A shift group for a power shift transmission includes a summation unit having a planetary stage and a branching coupling assigned to the planetary stage. The summation unit is designed such that a mechanical power is transmitted from a first shaft to a second shaft. A first power path and a second power path are provided. In a first shifting state, the power is transmitted via the first or the second power path, and in a second shifting state, the power is transmitted via both the first and the second power paths. The shift group also includes individually shiftable transmission units each comprising a different transmission ratio, where a first transmission unit is disposed in the first power path and a second and a third transmission unit are disposed in the second power path.

Abstract: One or more techniques and/or systems are disclosed for a clutch configuration and/or clutch operation. The clutch configuration includes an arrangement having a transmission input shaft having a conduit therethrough and a rotating clutch drum configured to rotatably couple to the transmission input shaft and operate independent of the transmission input shaft. The rotating clutch drum has a conduit complementary to the conduit of the transmission input shaft. The clutch arrangement further includes a bearing spacer between the transmission input shaft and the rotating clutch drum, wherein the bearing spacer has a conduit complementary to the conduit of the transmission input shaft and the conduit of the rotating clutch drum. The conduits of the bearing spacer, the transmission input shaft, and the rotating clutch drum define a clutch apply pressure path to control actuation of the rotating clutch drum.

Abstract: Methods and systems for an electric drive assembly are provided herein. In one example, a method for operation of an electric drive system is provided that includes coordinating operation of a first electric drive unit and a second electric drive unit based on a first power request. In the system, each of the first and second electric drive units include a planetary gear reduction that delivers power from a pair of motors to a set of axle shafts, and the planetary gear reductions have asymmetric gear ratios.

Abstract: A vehicle drive apparatus includes: a rotary electric machine disposed on a first axis; a differential gear mechanism disposed on a second axis; an output member disposed on the second axis; an inverter device; and a case. The case is a single-piece case internally including: a first housing chamber housing the rotary electric machine; and a second housing chamber housing the inverter device and divided from the first housing chamber with a partition. At least a specified portion of the output member is housed in the first housing chamber. A location of the specified portion in an axial direction overlaps with the rotary electric machine. The partition is provided between the specified portion and the inverter device.

Abstract: The invention relates to a vehicle axle, comprising: —a differential; —a powertrain, comprising a first electric motor (EM1) and a second electric motor (EM2); —a first transmission element between the first electric motor and said differential, this first transmission element comprising a variable transmission ratio; —a second transmission element between the second electric motor and said differential; wherein the second electric motor is controlled so as to provide its maximum power during gear changes of the first transmission element, so as to compensate at least partially for the power loss inherent in the gear change.

Abstract: An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. In one form, the first electric motor and second electric motor are the same type of electric motor, and in another form, the first electric motor and second electric motor are different types of electric motors.

Abstract: A system, and corresponding method, is described for finding the optimal or the best set of routes from a master to each of its connected slaves, for all the masters and slaves using an interconnect, such as a network-on-chip (NoC). Some embodiments of the invention apply to a class of interconnects that utilize a two-dimensional mesh topology, wherein a set of switches are arranged on a two-dimensional grid. Masters (initiators or sources) inject data packets or traffic into the interconnect. Slaves (targets or destinations) service the data packets or traffic traveling through the interconnect. The interconnect includes switches and links that are part of a path. Additionally, one or more optimal routes, which is defined by the system, move the traffic in a way that avoids deadlock scenarios.

Abstract: A hybrid power system includes: an engine; a continuously variable transmission, power being transferred between the continuously variable transmission and the engine; a first transmission, power being transferred between the first transmission and the continuously variable transmission; a first main decelerator, power being transferred between the first main decelerator and the first transmission; a first half shaft, power being transferred between the first half shaft the first main decelerator; a motor; a second transmission, power being transferred between the second transmission and the motor; a second main decelerator, power being transferred between the second main decelerator and the second transmission; and a second half shaft, power being transferred between the second half shaft and the second main decelerator, one of the first half shaft and the second half shaft being a front half shaft, and the other thereof being a rear half shaft.

Abstract: A control device for a vehicle includes an electronic control unit configured to: execute driving assistance control for driving the vehicle at least by automatically controlling a speed irrespective of a driving operation of a driver; execute regenerative braking using a rotator at a time of deceleration during travel under the driving assistance control, and to restrict downshift of an automatic transmission when a demanded deceleration amount for the vehicle is equal to or lower than a predetermined deceleration amount; and execute the regenerative braking using the rotator at the time of deceleration during the travel under the driving assistance control, and not to restrict the downshift when the demanded deceleration amount is higher than the predetermined deceleration amount.

Abstract: A control device for a vehicle, the control device comprising an electronic control unit configured to: perform, when the engine is started, a first clutch actuator control in which the clutch transmits a cranking torque for increasing a rotation speed of the engine during a transition in which the control state of the clutch is switched from a released state to an engaged state; perform, when the engine is started, first control for outputting the cranking torque by the electric motor and second control for starting operation of the engine; and perform, after the first clutch actuator control is completed, a second clutch actuator control in which a torque capacity of the clutch is set to a predetermined torque smaller than the cranking torque.

Abstract: A hybrid drive device for a motor vehicle with an internal combustion engine includes a first electric motor and a second electric motor. A transmission includes a first partial transmission connected to the first electric motor and a second partial transmission connected to the second electric motor, each being connectable to an output shaft. The internal combustion engine can selectively be uncoupled from the transmission or can be connected in a form-fit manner to the first or the second partial transmission. The first electric motor is connected at a constant gear ratio to a first drive shaft of the first partial transmission, and the second electric motor is connected at a constant gear ratio to a second drive shaft of the second partial transmission. The internal combustion engine can also be connected in a form-fit manner to the output shaft by way of a direct gear-change means.

Abstract: The present disclosure relates to a controller for controlling operation of at least first and second traction machines in a vehicle. The controller includes a processor configured to predict an operating temperature of each of said at least first and second traction machines for at least a portion of a current route. The processor determines at least first and second torque requests for said at least first and second traction machines. The at least first and second torque requests are determined in dependence on the predicted operating temperatures of the at least first and second traction machines. The processor generates at least first and second traction motor control signals in dependence on the determined at least first and second torque requests. The present disclosure also relates to method of controlling at least first and second traction machines in a vehicle.

Abstract: A hybridised drivetrain for a motor vehicle. A transmission assembly of the vehicle has at least one first planetary gear set. A first element of the first planetary gear set is a ring gear. A second element of the first planetary gear set can be connected to an electric machine of the vehicle with a clutch and can be secured against a housing. The second element is a sun gear. A third element of the first planetary gear set is connected to an output. The third element is a planet carrier. The ring gear can also be connected to the electric machine by means of a clutch. The clutch has an output disc carrier connected to the sun gear. The clutch has an output disc carrier connected to the ring gear. The input disc carrier and the output disc carrier can rotate relative to one another.

Abstract: A drive device includes a motor, an inverter to control current supplied to the motor, plate-shaped busbars that electrically connect the motor with the inverter, and a housing that accommodates the motor, the inverter, and the busbars. The housing includes a partition wall that partitions the inside of the housing into a motor housing and an inverter housing. The partition wall is provided with a through hole. Each busbar includes a motor connection terminal, an inverter connection terminal, a first portion extending from the motor connection terminal toward the through hole, and a second portion extending from the first portion to the inverter connection terminal through the through hole. At least two busbars overlap each other in a plate thickness direction inside the through hole.

Abstract: An electric wheel assembly with an integrated hub motor includes a tire, a rim, a hub, a planetary reducer, an inner rotor motor, a braking system and a steering knuckle assembly. The inner rotor motor is provided in the rim, and its rotor is hollow and fitted over a motor rotor holder. An end of the motor rotor holder is mounted with a sun gear to transmit power to the planetary reducer, and the other end thereof is mounted with a brake disc. The planetary reducer employs a two-stage planet gear. The planetary reducer further includes a planet carrier integrated with the hub, serving as the reducer's power output end. The hub and the knuckle sleeve pass through the hollow motor rotor holder, and hub bearings are arranged thereamong. The inner rotor motor and the planetary reducer can employ an integrated direct oil cooling technology.

Abstract: A power mode recommendation system for a construction machine including a hydraulic system driven by working fluid supplied by a hydraulic pump. A controller configured to analyze engine torque, flow rates of working fluid in use, amounts of fuel consumption of the plurality of power modes and to recommend a power mode indicating lowest fuel consumption, from among the plurality of power modes, using the analysis. A human-machine interface (HMI) device displays the power mode recommended by the controller to an operator. The system recommends an efficiency power mode to an operator by analyzing not only the amount of fuel consumed by the construction machine, but also flow rates of working fluid in use and operating speeds.

Abstract: Disclosed is an electric vehicle transmission (6?) comprising a drive input shaft (11), a drive output shaft (13), a first planetary gearset (15), and a second planetary gearset (16). The drive input shaft (11) is provided for connection to an electric machine (7), where each of the first planetary gearset (15) and the second planetary gearset (16) includes a first element (17, 18), a second element (19, 20) and a third element (21, 22), respectively. A first shifting element (A) and a second shifting element (B?) are provided, by the selective actuation of which the drive input shaft (11) can be connected to the drive output shaft (13) by means of the planetary gearsets (15, 16) by engaging a gear. Also disclosed is a drive module (2?) with such an electric vehicle transmission (6?) and a method for operating an electric vehicle transmission (6?).

Abstract: Controlling a hybrid power system includes calculating a power system state vector based on energy demand and a stored data array including a matrix defined by a power system hardware configuration. The control further includes producing a power request based on the power system state vector, and varying a flow of energy amongst energy devices using drive linkages in the hybrid power system based on the power request. Related apparatus, control logic and controller structure is disclosed.

Abstract: The present document relates to an electric drive axle comprising an electric motor, a first planetary gear set, a second planetary gear set, and a differential assembly. The electric motor is drivingly connected or drivingly connectable to the differential assembly via the first planetary gear set and via the second planetary gear set.

Abstract: A dual motor electric drive axle apparatus is disclosed that is enclosed within a single housing. First and second motors are disposed in the housing. First and second rotor shafts, and first and second chain drives including first and second driving sprockets are connected to the first rotor shaft. A first chain, and a first driven sprocket are connected to the first and second driving shafts by first and second chain respectively. First and second planetary gear sets having first and second input shafts are connected to the first and second driven sprockets. First and second output shafts are connected to first and second constant velocity joints that are located outside the housing. First and second axles are connected to the first and second constant velocity joints and are adapted to rotate first and second wheels respectively.

Abstract: A transmission assembly for a work vehicle having an engine includes a variator operably connected to the engine, a gear arrangement configured to provide a selective gear reduction for transmission of output power from the variator to an output shaft, and an electrical machine unit. The electrical machine unit further includes a main shaft operably connected to the variator, a first rotor configured to rotatably drive a first shaft, a second rotor configured to rotatably drive a second shaft, and a clutch configured to selectively couple the first shaft or the second shaft, or both the first shaft and the second shaft, to the main shaft. The clutch, the first rotor, and the second rotor are operable to control a speed and rotational direction of the main shaft in providing rotational power to the variator.

Abstract: Methods and systems for an electric drive axle of a vehicle are provided. An electric drive axle system includes, in one example, a gear train configured to rotationally attach to an electric motor-generator. The gear train includes an output shaft rotationally coupled to a first planetary gear assembly axially offset from an input shaft rotationally coupled to the electric motor-generator, the first planetary gear assembly configured to removably couple to a differential arranged co-axial with an axle.

Abstract: A power transmission device includes a first input shaft configured to input power from a first power source, a second input shaft configured to input power from a second power source, a first output shaft configured to transmit power to a first drive wheel, a second output shaft configured to transmit power to a second drive wheel, and a differential gear including, as three rotation elements, a first rotation element to which the second input shaft is connected, a second rotation element to which the second output shaft is connected, and a third rotation element to which the first input shaft and the first output shaft are connected, in which an engagement device configured to selectively connect any two of the three rotation elements is provided.

Abstract: An electric drive unit and a drive axle system having an electric drive unit. The drive axle system also includes a drive shaft and an axle assembly that that is remotely positioned from the electric drive unit. The drive shaft operatively connects the electric drive unit to the axle assembly.

Abstract: Methods and systems for an electric motor system are provided. In one example, a motor system is provided which comprises a first electric machine rotationally coupled to a second electric machine by a planetary gear set that has three components: a ring gear, a sun gear, and a carrier with a plurality of planet gears. In the system, the first electric machine varies in size from the second electric machine and one of the planetary assembly components is permanently grounded.

Abstract: Some embodiments of the present invention comprise a method of controlling a powertrain of a vehicle, the powertrain comprising drive torque means, a transmission and a driveline, the drive torque means comprising an internal combustion engine, the method comprising: detecting that coasting entry criteria have been met; causing the powertrain to assume a first coasting mode for a first time period in which the drive torque means delivers positive drive torque to the driveline to substantially balance powertrain losses; determining a value for at least one parameter, the or each parameter being indicative of: a probability that a demand will be made for torque to be delivered to the driveline in addition to torque delivered to substantially balance powertrain losses; or a probability that a demand will be made for braking of the vehicle; and setting the value of the first time period in dependence on the value of the or each parameter.

Abstract: A drive system for a hybrid motor vehicle with a motor shaft rotationally coupled to the output shaft of an internal combustion engine, a first and second electric motors with respective first and second rotor shafts arranged in a radially offset manner to each other, a drive part rotationally connected to the second rotor shaft and which can be rotationally connected to at least one wheel, and a transmission unit operatively installed between the motor shaft, the two rotor shafts, and the drive part. A shift device controls the shift position of the transmission unit such that the shift device rotationally connects the motor shaft to the first rotor shaft while the second rotor shaft is decoupled in a first shift position, the shift device rotationally connects the motor shaft both to the first and second rotor shafts in a second shift position, and the shift device rotationally connects the two rotor shafts together while the motor shaft is decoupled in a third shift position.

Abstract: Systems and methods for starting an engine that may be started via two different electric machines are described. In one example, the method reserves an amount of torque that is based on a torque capability of a belt integrated starter/generator and the engine is started with the reserved torque if engine starting torque is greater than a torque capability of the belt integrated starter/generator.

Abstract: Methods and systems related to electric propulsion. An electric propulsion system, in one example, includes a first electric machine coupled to a first gear set with a first gear ratio, a second electric machine coupled to a second gear set with a second gear ratio different from the first gear ratio, and an axle including an axle interface. In the system, at least a first output gear of the first gear set and a second output gear of the second gear set are coupled in parallel to the axle interface.

Abstract: In one aspect of the present disclosure, a method is provided for operating a vehicle system comprising a motor, a battery, and a controller. The vehicle system is configured to provide at least one of regenerative braking wherein the motor operates to charge the battery and propulsion wherein the motor uses electrical power from the battery to propel the vehicle. The method includes, at the controller, determining an effective motor power at a motor speed and a motor torque. The effective motor power is determined based at least in part on a calculated motor power and an electrical power loss of the motor corresponding to the motor speed and the motor torque. The method further includes causing the motor to apply the motor torque to a wheel of the vehicle upon the effective motor power satisfying an operating condition of the vehicle system.

Abstract: A regenerative torque control unit is configured to reduce a regenerative torque and increase a rising gradient of the regenerative torque at a start of regeneration when a road surface friction coefficient acquired by a road surface friction coefficient acquisition unit is low as compared to when the road surface friction coefficient is high. Thus, it is possible to suppress occurrence of a slip on a low ? road, and it is less likely to provide a feeling of strangeness from a change between a low ? road and a high ? road.

Abstract: A power transmission unit in which an oil pump is arranged without extending a shaft length. In the power transmission unit, an input shaft, a first rotary machine, a differential mechanism, and an output shaft are arranged coaxially. The power transmission unit comprise: a first clutch that engages a first movable member connected to an input element of the differential mechanism with a first engagement section formed on another rotary element; a second clutch that engages a second movable member connected to the output element of the differential mechanism with a second engagement section formed on another rotary element; a drive gear mounted on the input element; a driven gear meshed with the drive gear; and an oil pump connected to the driven gear.

Abstract: In a self-driving autonomous vehicle, a controller architecture includes multiple processors within the same box. Each processor monitors the others and takes appropriate safe action when needed. Some processors may run dormant or low priority redundant functions that become active when another processor is detected to have failed. The processors are independently powered and independently execute redundant algorithms from sensor data processing to actuation commands using different hardware capabilities (GPUs, processing cores, different input signals, etc.). Intentional hardware and software diversity improves fault tolerance. The resulting fault-tolerant/fail-operational system meets ISO26262 ASIL-D specifications based on a single electronic controller unit platform that can be used for self-driving vehicles.

Abstract: The present disclosure relates to a vehicular work machine (10) comprising a first electric motor arrangement (31) comprising one or more electric motors (21, 21?), and a second electric motor arrangement (32) comprising one or more electric motors (22, 22?) separate from said one or more electric motors (21, 21?) of the first electric motor arrangement (31). The vehicular work machine (10) further comprises a power connection (8) adapted to be connected to an external electric power source (17), an energy storage arrangement (23) and a hydraulic pump assembly (24) that is adapted to power hydraulic devices (5, 18, 19, 20) comprised in the vehicular work machine (10). At least one electric motor (21, 21?; 22, 22?) in each electric motor arrangement (31, 32) is adapted to propel the hydraulic pump assembly (24).

Abstract: A method for operating a hybrid transmission includes monitoring the surroundings of a motor vehicle and, based on the data ascertained within the scope of the monitoring, determining a probability of occurrence of a driving situation to be anticipated, which, upon occurring, results in a deceleration of the motor vehicle. Based on the determined probability of occurrence, it is decided whether to carry out an electrodynamic gear shift or an output-assisted gear shift in order to transfer the hybrid transmission out of an operating condition, in which a gear is engaged, into a shift condition.

Abstract: An assembly set for transmission devices for motor vehicles. Each of the transmission devices has an input shaft which can be operatively connected to a drive device of the motor vehicle, as well as a first output shaft, and a second output shaft, and has a spur gear differential transmission designed as a planetary transmission, via which the input shaft and an intermediate shaft that is coupled or can be coupled to an electric machine arranged coaxially to the input shaft are coupled to the first output shaft and the second output shaft. The electric machine is coupled to the input shaft in a first shift position of a shift device and to the intermediate shaft in a second shift position of the shift device.

Abstract: A controller as a control apparatus for a hybrid vehicle determines whether or not to perform switching from a first traveling mode in which a hybrid vehicle is caused to travel using torque of a motor without using torque of an engine to a second traveling mode in which the hybrid vehicle is caused to travel using at least the torque of the engine. The controller, when determining that switching is to be performed from the first traveling mode to the second traveling mode, performs control to reduce output torque of the motor by a predetermined amount. After this control, the controller shifts a first clutch from a released state to an engaged state so that the torque of the motor is transmitted to the engine via the first clutch, and cranks the engine using the motor to start the engine.

Abstract: A hybrid power transmission mechanism includes an engine; a motor/generator having a rotor and a stator; a driven machine; a planetary gear mechanism having a sun gear, an internal gear drivingly connected to the rotor, a planetary gear, and a planetary carrier shaft including first and second extension shaft parts extending from the planetary gear in opposite directions; a first clutch switchable between a state of allowing transmission of power between the first shaft and the internal gear and a state of not allowing transmission of power therebetween; and a second clutch switchable between a state of allowing rotation of the sun gear and a state of not allowing rotation thereof. A first shaft that outputs power of the engine and a second shaft that inputs power to the driven machine are drivingly connected to the first and second extension shaft parts of the planetary carrier shaft, respectively.

Abstract: A hybrid power train structure for off-road vehicles (ATVs, UTVs and SSVs) uses an internal combustion engine (“ICE”) rotating a crankshaft through a continuously variable transmission (“CVT”) as a primary source of locomotion torque, but also includes a driving/generator motor which, in certain established conditions, can either provide an additional or alternative source of locomotion torque or can harvest electricity from the torque created by the internal combustion engine. The driving/generator motor is an axial flux motor of small size for its relative torque output, which can either be directly coupled to the CVT output shaft or, when additionally used as a starter motor for the ICE in an automatic ICE starting and stopping routine.

Abstract: A power transmission apparatus of a hybrid electric vehicle includes an input shaft configured of receiving an engine torque, a motor shaft configured of receiving a torque of a motor/generator, first and second planetary gear sets respectively having first to third rotation elements and fourth to sixth rotation elements, a first shaft connected to the first rotation element and selectively connectable to each of the input shaft and the motor shaft, a second shaft fixedly connecting the second and fifth rotation elements, and selectively connectable to the input shaft, the motor shaft, and a transmission housing, respectively, a third shaft fixedly connecting the third and fourth rotation elements and selectively connectable to the transmission housing, a fourth shaft fixedly connecting the sixth rotation element and an output gear, and a plurality of engagement elements including at least one clutch and at least one brake.